Control-valve device for fluid-pressure brakes.



E WJV. TURNER. CONTROL VLVE DEVICE FOR FLUID PRESSURE BRAKES.

APPLICATION FILED MAR. I4, 1910.

Patented June 1, 1915.

R SHEETS-SHEET l.

WITNESSES INVENTOR Q/ mm fw w. v. TURNER. L CONTROL VALVE DEVICE EUR FLUID PRESSURE BRAKES.

APPUCATION FILED MAR. 4, 1910- 1,141,159. Patented June 1, 1915.

8 SHEETS*SHEET 2.

WITNESSES L Y INVENTOR W V. TURNER.

CONTROL VALVE DEVICE FOR FLUID PRESSURE BRAKES.

l APPLICATION FILED MAR. T4, T910- f l 1,141,159. Patented June l., 1,915.

8 SHEETS-SHEET 3.

wlfrNEs'sEs 1 mVENToR l. l l

W. v. TURNER@ CONTROL VALVE DEVICE-FOR FLUID PRESSURE BRAKES.

APPucAHoN msn AMAR. 14. 1910.

B SHEETS-SHEET 4.

w. v. TURNER. i CONTROL VALVE DEVICE FOR FLUIDPRESSURE BRAKES.

APPLICTION FILED MAR-14. 1910. 1 ,141,159. Patented June 1, 1915.

8 SHEETS-SHEET 5.

WITN ESSES INVENTOR W. VAURNER. CONTRL VALVE DEVICE FOR FLUlD PRESSURE BRAKES.

APPLlCATlON FILED MAR-14.1910. I

Eatented June 1, 1915.

8 SHEETS-SHEET 6.

iNvEN'i-on ma; MLM

W. V. TURNER.

CONTROL VALVE DEVICE FOR FLUID PRESSURE BRAKES.

APPLICATION FILED MAR. I4. ISIO.

E 1,141 1 59. Patented'lunel, 1915.

8 SHEETS-SHEET 7.

y ,l w, y..TuRNER-.

CONTROL VALVE DEVICE FOR FLUID PRESSURE BRAKES. y

APPLICATION FILED MAR. I4, I9I0.

WALTERA v.' TURNER, or sD`GnWoon,'-rsn vs rntrnnr ermee.

nsynynivm, Assrcnon 'ro 'man wns'rrne- HOUSE AIR BRAKEGOMPANY;FXTTSBUBQHQPENNSYLVANIA, .A. CORPORATION or PENNSYLVANIA.

1 courant-*VALVE nevica ron 4rLUIzo.riaiissniir miras.'

, Speccation of Letters Patent.

'- Patenten 'Jiine 1, 1915..

Appiieuon nica marea 14, icio. semi no; 549,229.

T all whom it may concern Be .it .known .that I, WALTER V. a citizen of the United States, residing at Edgewood, inthe county of Allegheny and State of Pennsylvania, have invented .new and useful Improvements in Control-Valve Devices for FluidPressure Brakes, of which possible time,

having the so-alled quality of flexibility for service, vvherebyfine graduations in brake;vw

vo be Obtained, so that# the followings a speciication.

This invention relatesl to iiuid pressure brakes, and vmore particularly to a brake equipment adapted for controlling the brakes on heavy high-speed trains; such as those opera-ted in passengerv train service.

In this class of service, \it is particularly importantto provide a brake equipment capable of stopping the train inthe shortest in case of an ernergency,-wliile cylinder pressure may smooth accurate stops may bemade.

A brake equipment Well adapted for the eener.

An vapparatus ofthe above character has the advantage that a heavy braking force may be secured Withoutthe necessity for employing a' higher equalizing pressure in emergency than that employed in service, so that safety or limiting valve devices for Alimiting the brake cylinder pressure in service applications maybe dispensed With,

though if desired, a higheremergency equalizing pressure may be employed in connection with the two brake cylinders, in which case a much tained. l

`One object of my invention is to provide an improved brake equipmento'f the above nature, employing one brake cylinder area for service and a larger brake cylinderarea for emergency applications.

Another object of 'my invention contemhigher braking force may be obplates. providing .a 'control .valve device adapted to controlA the pressurein two or ,more brake-cylindersfand comprising a valve mechanism operating in response to variations pressure'in an application chamber for controlling the supply of-liiuid to'one brake cylinder area in service, an automatic valve device subject to -trainpipe pressure for controlling the pressure in the applicationchamber, and adapted upon .a sudden reduction in train 'pipe pressure to supply Huid tol a llarger brakecylinder area.

Another object of my `inaproveniente is to provideI improved means for effecting a graduated release of the brakes in connectioniivith a control valve device of the type having a brake cylinder `application,and release-valve mechanism operating in responseto variations in pressure in an application. chamber and an automatic valve device. sub# jectto train. pipe pressure for controlling the pressure in the application chamber,

Another object of my invention Yis'to provide a control val-ve device 'of the above described type having 'means adapted-on an in- .itial application of the brakes to supplyair both to the application chamber and an iid-i ditional chamber, in orderA tocompensate for Huid supplied to the brake cylinder to displace the brake cylinder piston on .cars equipped with the usual standard brake a paratus, so that substantially uniform braiie the cars of a. train, for a given reduction in train pipe-pressure.

Another object of my invention is to provide an automatic valve device operatingr in response to a. gradual reduction in tnginppe pressure for effecting a service appliadtion of the brakes and in response to srisndden" reduction in train pipe pressure for effecting an emergency application of the-brakes, and means tending to prevent movemenwf the automatic .valve device to emergency position under gradual reductions in train pipel pressure and for insuring'the move-v ment to emergency position upon 'a .sudden reduction. in train pipe pressure 4or under certain other conditions.

Still another object Aif mylimpro'vements V is to provide accntrolvalvedevice of u generally improved and compact'desistn..-"'`. In the accompanying dr 'wingsgs'gue'l is a diagrammatic viewpffuxcarfhralre:equip;

' cylinder pressures may ber obtained on all.

ment4 showing my improvements applied thereto; Fig. 2 a diagrammatic-'central secy 4 29, connected'to exhaust passage 30.

tional'view of the control valve device con,-

. structed according to my inventiom'showing': 5 the parts 'in the normalrelease position.; Fig...

- 3 a similar view, showing the parts inv servj ice application position; Fig. 4 a similar AIvievv, showingwthe parts in emergency application position; Fig. 5 a similar view o i '10 theyautomatic valve portion of the control.

'valve device, showing theparts in a' pos1- l tion intermediate service and emergency applicatron posltions; Fig. 6 asimilar view,

showing'the 'partstin' still another position'` 1,5 intermediate service and emergency applica-l tion 'positions; Fig. 7 a face view of the mainslide valve of the automatic Avalve dei, vice, showing the lrelative locations of the ports'in 'the actual-valve; Fig. 8a face View Fig. 10 a side'elevation of the control valve device illustrating-the preferred actual construction;.-Fig. 11 an .in`verted plan view" .thereof; Fig. 12.y a section of the controly valve.device substantiallyfon the line a-a of Fig. 11; and a'section on the line y' b-,b of Fig, n.

\ According to the preferred construction,

as shown in Figs. 2 to 6 inclusive, the control valve'mechanism may comprise an' autoinati c va1ve' device portion having a piston "chamber 1- communicating with the train pipe'2 through a passage 3 and containing pistonl 4, and a valve chamber 5 communicatingmwith a pressure chamber or reservoir through a passage 7. i

The pistone is provided witte stem 9 for :40. operating a main valve 10 and an auXilianv valvej'll, mounted on the main valve and having la. movement relative thereto. The [main slide valve 10 controls 'a passage 12 through which air is supplied to and rel i .leased from an application chamber 71 connect/edbypassages 72and 12 to piston chamber 13, containinga movable abutment 14 of thejbrake cylinder-supply and release valve mechanism. Saidf abutment 14 is provided g with@ vstem"v 15; for actuating a supply valve v'f i'ftr contained .valve chamber 17 andan eihaust valve' contained in vvalve chaml valvel Visproirided with a through port. 2 3

l for controlling the supply of. air from the valve chamber 17 and service reservoir to @Q `the valve chamber 19, which is in open communication with a passage 24connect-ed to I lthe pipe 25 'leading to the'lservice bralre'cylvdnder 26;

a 'The exhaust valve 18 isprovided with va through-port 27 and controls communication the piston stem 15 between abutment the valve chamber 19, the space betweenv the s t fofthe graduating valve which is mounted4 f i-ih the main slide valve; Fig. 9 a vplan view. of the seat for the-abovemain slide valve;`

provided with a through port42 fonsupplyyis also adapted to control a passage 43 com- 'r'nunicating ywith pipe 44 leading vemergency brake 'cylinder 45.

slide valve. The abutment 4G is adapted to loperate a train -pipe vent valve 51, for conphere.

`iiioxnj,,the valve chamber-19 and consequently "the service brake cylinder 26 to ports 28 and a In order to prevent the toorapid change in pressure on the -brake cylinder side of '70 abutment'll, a piston Slimay 'be mounlt/ed` ordi pistons being normally connected'toV the service brake cylinder 22 through alpassage 75 32 leading 'tojhe seat ofthe by-pass valve 3 3 i .and thence through a cross-over port v v therein to a passage 35 which `communicates with theservicebrakecylinderpassage 24.

f The by-pass valve 33 is-containedinvalve chamber y36, which is connected through a passage 37` with gpipe 3 8' leading. to Athe emergency' reservoir" i39 4and i said "valvei is 'operated by aV dilferent-ial piston' having piston yheads 40 a"1id"41.y The by-pass -valve is ing air from the emergency .reservoir 39 to passage 35 and the service brake cylinderliin an emergency application vof the, brakes and to the An emergency valveV -mechanisml-is also provided, comprising `a movable abutment 46, the chamber 47 on` one side of which is open to a passage 48, leading to the seat of thev main slide valve 1 0, the chamber 49 on f the opposite side communicating with aiipassage 50, also leading tothe seat of the main trolling communication froma train pipe, passagel 52, having interposed therein-the usual emergency checkvalve 53, to a pcssage 54 leading preferably tothe atmoslos The parts are charged inthe release positionv of the automatic valve devicein,the usualv manner by fiow of I airfrom the train` pipe through 'the feed groove v5 5 around the` no piston 4to valve chamber 5 and alsoithrough a quick recharge passage y56 leading from. the valve chamber of the emeifgencycheck l valve 5 3 and registering with through portsv 57 and 58 in the mainvalve 10 and-the'laulr-vvv lu iliary'valve 11 respectively.

-From valve chamberair owsthrough passage 7 to charge the pressure cham-- ber '6, through a port `59 in the main valve 10 and port 60 inthe auxiliary lvalvei 9 The parts heingclxarg'ed up tothe nnrma'lf'lmi'i i,141,'r8e l i treinplpe pressure with the automatic lvalve` s 6 inthe' main slide valve 11'), cavity' 66 ir v the auxiliary valve 11, and port 67 and cavityiB inthe main valve to exhaust vpassage 69,=as shown in Fig. 2. The brake cylinder supply and release valve mechanism is therem Vfore 4in its'euter position in which port 27 registers with passage 28 s'o that passages 28 and 29 .are .open to the valve chamber 19,

thereby connecting the service brake cyl-l inder Withthe atmosphere.'

35.- it is desired to make a service application vof the brakes, a gradualreduction in train pipe pressure is effected in the usual manner, whereupon the piston 4 of the automatic valve device moves out to service ver; application position, as shown, in Fig. 3,

.afwhich 'position a through port 70 in the main slide valve is uncovered by the movef 4ment of the auxiliary valve l1 and registers with passage 12. vFluid undeiwpressure is thereupon supplied from the valve chamber 5 and thel pressure chamber 6 tothe appli# cation chamber 71, which is made of such 'capacity relative to the, pressure chamber that the desired pressure Will be produced su in the application chamber for 'a given reduction in train pipe pressure. The piston 14 is then actuated by the fluid pressure supplied to piston chamber 13 to close the exhaust ports from the valve chamber 19 and es the supply valve 1G is operated to admit fluid .from the valve chamber 17 and the service reservoir to valve chamber 19, whence the air fioWs to the service brake cylinder l 26 through passage 24 andpipe 25.' As the to brake cylinder pressure rises by the flow of air from the service reservoir, the pressure is communicated to piston 14 through passage 35, cross-over port 34, in the by-pass valve, and passage 32, and when the brake cylinder pressure substantially equals the pressure in the application chamber 71, the piston 14 is shifted to close the supply port 23, a spring 73 being preferably provided to assist the closing movement ,of the supply 5e valve 16. 1t will thus be seen that the'pres sure charged into the bralrecylinder correspends with the lpressure in the application chamber and that in case of leakage from i..laebrake cylinder, the pressure will be automaticall' maintained by the movement of i' the piston 14 in thedircction oi the lower brake cylinder pressure, to again admit 'iuid to the brake cylinder. The pressure -in the pressure chamber (5 havii'ig equalized ogy/'ith the train pipe pressure by flow to the application chamber, the piston 4 is moved inwardly so that. the auxiliary "valve 11 is caused to close the port and prevent the further fion' of air to the application cham- "4 5 ber. By making furtherfreductions in train pipe pressure asy desired, so as to increase the pressure inthe application chamber, the brake cylinder pressure may be correspondingly increased, as Will be apparent. 'g'.

In order to effect an emergency applica- 70 tion of the brakes thetrain 4pipe pressure' issuddenly reduced so as to cause the piston 4 to move 'out its extreme traverse, assuming the position shown in Fig. 4. The main slide valve 10 now uncovers passage 12 75 to admit fluid from the pressurechamber to the application chamber, and ,the chamber at the outer face of piston head 41 is connected through a passage 74 and cavity 68. in the main slide valve' 10, with exhaust passage so 69, While a passage 75` leading from the vouter` face of the smaller piston head 40'is connected to a port 76 in the main' slide valve, opening into port 70. The pressure of the emergency reservoir in the valve 35 chamber 36 acting between the piston heads on the differential area of the larger piston head 4l together with the pressure of the pressure chamber on the smaller piston head 40, operates to shift the by-pass valve 90 mechanism to its extreme outer position in p which a port77 in the slide valve 33 regis-A ters With passage 78 connected to passage 72, so that fluid from the, emergency reser- 4voir also flows to the application chamber. .95

A' cavityV 7 9 in the by-pass valve connects e passage 32 with an exhaust passage 80 to the atmosphere, so that the inner face of piston 14 is vented to the atmosphere, a rib 81 being preferably provided onwhich the 100 piston 14'is adapted to seat so as to prevent possible leakage from the valve chamber 19` and the brake cylinder. The piston 14 is thus maintained in application position regardless of the brake cylinder pressure on .105 the pressure in the application chamber act-l ing on the piston 14 and fluid is suppliedl from the service reservoir through the sup-i ply port 23 to the service brake cylinder 261 until the pressures fully equalize. By move- 110 ment oi the piston 14 to application posi- '1 tion, a cavity 82`in the supply valve" 16 is caused to connect passages 83 and 84, the passage 83 leading to a reduction reservoir ,i i 85 andthe passage 84 being connected lby ail/15 cross-over port SG in the main slide valve? l0 with a passage 48, leading to the chamber'fiiijf. above emergency vent valve piston 46. this reduction reservoir 85`is connected -ft' the atmosphere in release position of the 12J'y parts, 'from passage 83, through cavity 82 in valve 1G, passage 87, port 67 in the main, slide-valve, and cavity 68, to exhaust .passage Gi), it will be seen that said reservoir isnory mally at atmospheric pressure, and soin 1l2'5 emergency position of the pa`1"t,s,`,flui`d is l vented from chamber 47 to thellreduction reservoir t Passage 50 to therfchamber 49 on the opp n e side of the emergency piston 46 registers with a port opening of a cross- ISO port opening of which.

sure is thus supplied from the valve cham- Yber 3G to the chamber 49, and theabutmeut f' 46-isthus shifted to itsout'er positron, liftingthe vent valve 51 from its seat and thereby venting .fluid from the train pipe to cause a local reduction in ftrainpipejpressurc and the Well known quick serial action of the au tomatic valve devices throu hout the train. Passage 43 is also uncove're by the by-,pass

valve 33, so vthialt-iuidfrom the valve cham- -Asmall equalizing port 89 mayb'e provided in thepiston '46, so that after a pre:

` determined'period'of time, the fluid pressure vinchamber49 equalizes into the lreduction reservoir 85' and the Huid pressures on Ithe piston being equal, the spring 90 is adapted i. to return t ,valve-51.`

It .willy now bel seen'that in an emergency application 'of the brakes,` the additional emergency brake cylinder isv cut in and also the additional emergency reservoir :39, so that a' much greater braking force issey 'i cured in an emergency application than in a position and open vlo service applicationA Where onlyone brakecylinder is employed.

vThe brakes may be released in the usual manner by increasing the train pipe pressure, so as to shift the automatic piston 4 to release position, in which the application chamber 7l is vented tothe atmosphere,

causing the piston 14 to,A return to release brake cylinder. The piston head 40 is lvented tothe atmosphere through passage 7 5 and fluid pressureequalizing' around p1s-vl ton head 41 from the valve chamber 36, the

port 74 being closed, the by-pass valve device is shifted to normal release position, 1connecting the emergency brake cylinder passage 43, through cavity 7 9 With exhaust passage 80, and connecting the inner face of piston 14, through cross-over port 34 vvith the service brake lcylinder 26.

WVith the vusual standard triple valvey d evice, vin making service applications, the

trainv pipepressure may sometimes befref duced vby slow leakage from the train pipe I position `by the higher or by a gradual reduction after the auXiLA iaryk reservoir has fully'equalized into the brake cyl'indenand 1when this happens the triple valve4 piston is shifted to emergency Kiliary reservoir pressure, -nvhich pressure is no longer reducedkby loiv to the brake cylinder, there' Iby causingan undesired emergencyappli;

cationl of fthe brakes. According to the present construction. lrnean's'are providedr -for preventing movement of the automatic yvalveV device to 'emergency position upon ber 36 and the emergency reservoir is sup; plied' tothe emergency brake cylinder 45. 4

er piston 46 and close the vent ment beyond serviceposition yandthespring the eluhaust to the service A 70, is adapted to register with passage 84,

so that communication is open from ,valveA chamber 5 through ports Z0 andy 76,;pas-

sage 84, cavity 82 in valve -16, and'lpassage j8'3 to the reduction reservoir 85.` Aspreviou'sly'described, this reduction reservoir is normally `at atmospheric pressure, so that upon movement to the abo a, position, Huid is vented -from'the valve chamber 5` `and the pressure chamber until the'vpressure-.isrreduced tfa degree slightly 'lessthunrthe reduced train' pipe .pressure,', When` the? 'parts are moved back to service position,V Inburder to .assist the movementoflthefparts, m

addition to the usual graduating sprlngetll,

a spring 92 is provided, which is4 adapted to act on the piston 4 so a'sto resist itsmove'- to the atmosphere, it will beA seenlthatzan emergency application could be prevented -v indefinitely under gradual reductions in v train pipe pressure but I prefer to 4make the reduction reservoir "of limitedl capacity, so that when a certain loW pressure 1s reached in the'train pipethe pressure inthe reduction reservoir willfully equalizeWith-the pressure chamber and lthus cause'uny'further reduction intrain., pipe pressure vt0 j shift the parts to 'emergencyposition and thereby effect an. emergency application of the brakes.

Wha@ a is highly dsirable tpie'vat an' emergency application when only gradual :reductions in train pipe pressure'are made;

itis also' very desirable to be ableto obtain an emergencyy appl' ation upon '..affsudden reduction irl-train piie'pressure atfaliytime under all conditions. ,This/is provided for primarily by utilizing the high reservefpressure ofthe emergency `reservoir for operatlng the emergency piston 46 d theby4pass' valve device, but thel autornati'cvalve devlcemay fail to go to'emergency position through leakage, especially 'Where'the'pressure inthe pressure chamber hasbeen reduction reservoir.

duced to a low" degree by'venting to the ref lIn vorder to insure" the of' parts to emergeneyfpositionl thereforepmfat one 'end and .opens tion between .that shown in Figa andernorgency position. l, Accordingly, .-as' shown lin Fig-.6, as the "ston 4 moves beyond the position shown in Fig; 5, the port88 registers with port 63 to the valve chamber 5 at the other end.. Fluid from the emergency reservoir is then supplied through thel passage 37, passage 63, and .port-88 to the valve chamber 5 and, acting on piston 4, quickly shifts same to emergency position. f

The brakes being applied may be partially released by making a gradual increase in'trainpipe pressure, thereby causing the automatic piston 4 to be shifted to release position;` Fluid is then vented from the applicationl chamber? 1 of the vbrake cylinder supply and, release valve mechanism, causing the piston 14 to open the exhaust to the service brake cylinder.

In the release position of the automatic valve de vice, the emergency` reservoir passage 37 is connected to the valve chamber 5 y through passage 63 and port 62, and consequently, as the pressure in the emergency reservoir is held Aill-tact during service applications of thebrakes, air flows to the -valve chamber 5 and, raising the pressure therein, shifts the piston 4 outwardly, causing the auxiliary valve 1l to cut oil the further release of fluid from the application chamber. a

It will thus be seen that a partial reduction "inpressure in,\the application chamber is eilected` and thereby the brake cylinder supply and-.release valve mechanism is operated to casepa corresponding reduction in the brake cylinder pressure. evident that this operation may be repeated by further lgradually increasing the train pipe pressure, to grade down the brake cylc 4inder pressure as may be desired.

The relative volumes of the pressure chamber and the application vchamber are preferably made to correspond with 'the relative volumes` of the auxiliary reservoir and the brake cylinder of the usual standard brake equipment, but as with the standard apparatus fluid is supplied from the auxiliary reservoir to push out or displace thegbralre cylinder piston while with the present apparatus the iuid from the pressure cli'lnnber flows to an application chamber of"X`ed volume, it will be seen that'upon an imti'alnpplication of the brakes, for a given reduction in train-pipe pressure, a

v higher pressurewill be obtained in the ap-l plication chimbe and consequently in the brake cylin er, than is obtained on a car equipped yvviththe usual standard apparatus.

. In case cars having both""lrinds of equipment are coupled the same train and it is lesired tio secure more nearly uniqrm pres--` to. For this purpose, a cavity 93 is procompensates for the displacement ofv vthe It will be sures in all the brake cylinders, Ihave provided means operating under initial applications of the brakes to -compensatefor the brake cylinder displacement above referred vided in the main slide'valve 10, which in service application position connects the passage 12 with the passage 87. In the release position ofthe supply valve 16, cavity 82 connects said passage 87 with passage 83 which leads tothe reduction reservoir 85. Thus it will be seen that before 'the piston `414 moves, fluid from the pressure chamber equalizes into both the application chamber and the reduction reservoir, and inthis Way brake cylinder piston in the standard apparatus by the additional flow to the reduction reservoir 85. As soon as the piston 14 moves from release ,position the connection between the application chamber and the reduction reservoir is cutoff and thereafter l the duid fromthe pressure chamber equalizes Y only into the application chamber. In -or derto havethe reduction reservoir at atmospheric pressure for the lother purposes for which it is employed the cavity 82 in the valve 16 is adapted to connect the reduction reservoir passage 83' with passage 84, whichf communicates with cavity 68 in the main slide valve in service application position, and the exhaust passage 69 being also open to' this cavity, it will be seen that the 4reduction reservoir is again reducedl to atmospheric pressure.

In Figs. 10 to 13 inclusive, a preferred structural design'for the control valve device is shown, in which a casing 93 is provided. The 'space within the casing at the rear forms the pressure chamber 6 connected by passage 7 to the automatic valve chamber 5. Extending inwardly from the front face of the casing 93 is a cylindrical section 94, thespace within which forms the reduction reservoir S5. The brake cylinder applica- 110 tion and'release valve mechanism is lconstructed as a-unit and is adapted to be inserted within the reduction reservoir 85, being provided with a suitable head portion 95, which is adapted to be vsecured to the 115 front face of the casing 93, as shown in Fig. 13.l

l The automatic valve device is also constructedin the form of a unit` and is pro` vided with a head 96 adapted to be secured 120 to the outer face of the head 95.

Extending upwardly from4 the under face of the casing 93 are two chambers 97 and 98,

' is provided witha flange portion 101 and is adapted to be inserted into the chamber 98, a hea'd'102 being provided for securing the valvedevice in position. The chamber`98 is connected tothe emergency reservoir 3)4 and isin opencommunication with thespace between the heads 4Q and 41 of theAby-pass y tions to :supply valvevdevice. v Thefsaddle shaped space formed at the forward portion of the casing 93, as shown in Fig. 12, constitutes the application chamber, which is connected tothe piston chamber 13 at the outer face of the piston 14 by passageflQ,

15 lt will novvbe seen that avery compact structure is provided and that as the several valve mechanisms are made as units, one

valve .mechanism may be readily removed for repairs when desired Without ing the other valve mechanisms. Furthermore, the valve mechanisms, with the exception of the automatic valve device, being;

located Within the casing 93 are protected from .injury in shipping and While in use.,

30 maintained at a predetermined degree correspondingY with the pressure in the` application chamber, regardlessof leakage from the brake cylinder yand of variations in piston'travel of ther brake piston and it likewise, follows that pressure Will be obtained on all carsof. a train equipped with the control valve apparatus,corresponding With a given reducmtion `in* train pipe pressure. yAlso by em- 40 ploving tivo vbrake cylinders,.'so `that vone brake cylinder Varea is provided for service braking and .a larger brake "cylinder area 'for emergency applications 'fof the brakes, a

high lbraking force-may be obtained in an 15 emergency'without employing lsafety or limitingralveldevices to limit the .brake cylinder pressurein service.-

Itavill valso be4 noted that, as the rbrake cylinder pressure obtained in service applications is dependenton the relativey volumes ofthe pressure chamber and the application chamber, the reservoir or' sourceot fluid pressure fron. which airis supplied'to the ,brake cylinder may .be of,y any size', `and thus 65' a large reservoir' may beprovided if desired so asto have an ample reserve supply o' fluid under pressure to .insure the maintenance of the brake cylinder' pressure-in serapplication of thefbrakcs. x i

Having novi7 described my invention, what I claim as new. and :desire tosecure by Letliceanda high pressure for ari-emergency '1. ln a Huid pressure brake, the cfmibina-v 8 tion with a train brake pipe, ,application di sturb `uniform brake cylinder f f i plying'luid tothe emergency brakeicyl'in-fvvk chamber, means operated according to variations in brake pipe pressure for controlling the pressure in said chamber, and valve means governed by the pressure in'the api plication chamber for controlling the' sup- 70 ply of Huid to a service brake cylinder area,

o fmeang 'operating in emergencyvapphcaj* l fluid to an emergency brake cylinder, area." i

2. In a fluid pressure brake,the c ombif` '[51 vnation `with a train brake pipe, a' chamber,

and means governed by variations in brake pipe pressure for controllingthe supply cfm fluid to said chamber, of a valve mechanism governed by for controlling the supply ot fluid to a service brake cylinder area, andmeans operating under a sudden reduction in brake pipe pressure for supplying fluidA to 'an veiner-r y 3. In a.fluidpressurebrakmy the combina- "tion ivith a train brake pipe, of anapplica-` -gencybrake cylinder area. Y

tion chamber, a valve mechanism operated vby the `pressure in said chamber for supply-4 .l V

ing Huid to one brake cylinder area, ani-auto?. 99' matic valve device subject to' variationsin' f 'train pipe 'pressurefor'controlling the pres'- 'sure in the application chamber, and lm e'ans f controlled by. saidfautomaticl valve'l device for supplying fluidto a largerbrake cylin- 9,5 der area upon `a'sudden iediictionin trainf` pipe pressure. l 'f {fl 4. In a iuid pressure brake, the/combina# tion with a train ,brake pipe, a service brake cylinder, an emergency brake cylinder, :1,109

chamber, and means governed by the: pressure in said chamberor controlling the sup-v ply ofr fluid to the service brake cylinder, of valve mechanismioperated by vaiialtiiis in train pipe pressure for controlling the'105 supply of fluid to said chamber, and means operating in emergency applications for"l supplying fluid to both brake cylinders;

5.' In `a 'fluid pressure brake, the combina." tion "with a train pipe andfavservice braken@ cylinder, of an application chamber, a valve mechanism operatedfby varying the piessure in 'said chamber for supplying fluid' toill 1 "the service brakev cylinder,r an emergency brake cylinder, an automaticyal'vejdevice 115.

operating upon a gradual reduction 'in-train '1 pipe pressure for varying the pressure'in. the' application chamber and means operatedv by the automatic valve device upona sifiddenfA reduction in train ,pipe pressure for sup'1120 sure iny said chamber4 tor controllingwthe sup ply of fluid to the service brake cylinder, -of a valve mechanism operated' 'by varia y v tions in train pipe pressure for cfiintrolling` the pressure in said chamber 8 0 l brake cylinder, a movable abutment. subject inmate vthe supply of fluid to said chamber, and

means operating in emergency applications vforl supplying' fluid from an additional source to the emergency brake cylinder.

7. In a fluid pressure brake, the combination with a train pipe, of avalve mechanism comprising a valve for supplying air to the to the opposing pressures of the brake cylinder and a chamber for operating said valve, an automatic valve device subject .to varia.- tions in train pipe pressure for controlling the pressure in said chamber, and means controlled by the automatic valve'device and optrolling the supply of fluid from one source of pressure to a brake cylinder,` of an automatic valve device operated by variations in train pipe pressure for controlling the sup- Aply/of fluid to said application chamber,

and means'operating in emergency applications to supply fluid from another source of fluid under pressure to effect a more poyverful'application of brakes.

9. 'In a fluid pressure brake, the combination with a train brake pipe, an application chamber, and valve mechanism governed by the application chamber pressure for controlling the supply of fluid from one source'v of pressure to a brake cylinder, of an automatic valve device operated by variations in train pipe pressure for controlling the supply 'of fluid lto said application chamber, and means operating under a sudden 'reduction in train pipe pressure to supply fluid from another source to increase the braking effect in emergency applications.

-10. In a fluid pressure brake, the combination with a train brake pipe, an application chamber,I and valve mechanism governed by the application chamber pressure for controlling the supply of fluid to a brake cylinder, of an automatic valve deviceoperated by variations in train pipe pressure for controlling the AsupplyA of fluid to said application chamber, and valve means controlled by said automatic valve device and operating under a sudden reduction in train pipe pressure for supplying fluid from an additional source toincrease the braking effectin emergency applications.

vice operated by variations in train pipe pressure for controlling the supply of fluid to said application chamber, a valve for slip-` plying fluid to increase the braking efectin emergency applications, a movable abutment for operating said valve, and means controlled by said automatic valve device for venting air from said abutment to operate 4the same upona sudden reduction in train pipe pressure. 12. In a fluid pressure brake, the combination with a. train pipe, of an application 'Iii valve mechanism comprising a piston subject to the opposing pressures ofthe brake cylinder and an application chamber and valves actuated by said piston for controlling the admission and release of air from the brake cylinderand a valve device operatedv by a gradialincrease in train pipe' pressure for ,operating said application valve mechanism` to etect a graduated re-V lease of the'brakes.;

13. In a fluid pressure bralieVthe combination With a train pipe, of; an automatic valve device operating in rresponse to a gradual reduction in train pipe .pressure for supplying fluid toa service inder area, and a valve mechanism comprisbrake cyl- Y ing a valve for controlling the supply of i fluid to an emergency brake cylinder area. and a differential piston for operating said pressure. 14. In. ailuid pressure brake, the combination with a tram pipe` of an automatic 'valve device operating,r in response to a gradual reduction in train pipe pressure for supplying fluid toa vservice brake cylinder area, and a'valve mechanism comprising a Valve and a differential piston operatingiin an emergencyapplication for supplying fluid from an additional source of fluid pressure toan emergency brake cylinder area;

"'15. In'a fluid pressure brake, the combi-VA nation with a train pipe, of a valve mecha.-

nism sub]ect t'o'' the opposing pressures of the brake cylinder and a chamber for controlling 'the supply of. air to a service brake valve mechanism operated by varying the" pressure in said chamber for controlling the telease of' air from the brake cylirrdenand .in automatic valve device comprising a movable abutment, subiectto train' pipe pressure, a main valve and an auxiliary valve operated bv said abutment upon fa lib gradual increase in train pipe pressure-.for

varying the pressure in said chamber .to thereby effect a partial release of the brakes.

17. In a fluid pressure brake, the combination with a train pipe and brake cylinder,

valve upon a sudden reduction in train pipe 95 I gradual. increase in train pipe pressure pr gradually reducing the pressure in said chamber .to ,thereby effect a partial release of Huid from the' brake cylinder.`

llii va fiuid pressure brake, the combination'u'ith a train pipe, brake cylinder, and

1 to the. opposing pressures of the `brake cylinder and a chamber for controlling the release of air from the brake cylinder, and an y automatic valve device comprising" a' mevry able abutment sub] ect to trainI pipe-pres' sure, aimain valve and an auxiliary valve Vmounted on and having a movement relativev to themain valve and operated bysaid abutment upon a gradual increase injrain pipe pressure for releasing),r air from said'chamber and for supplying air from said reservoir to one side of the abutment.

19. ln a #fluid pressure brake, the combination with 'a train pipe, brakecylinder, andr source of fluid pressure, of a valve mechanism subject to the opposing pressures of the brake cylinder and a. regulating chamber, a movable abutment subject to the opposing pressures of the train pipe and a pressure chamber for controlling the @release of air from the brake cylinder., ah I opposing pressures ot the tain pipe' and a main valve and an auxiliary valve having a movement relative to the main valve and Alici-ated by said abutment upon a gradual increase, in train pipe pressure 'for controlliuif the release of air Jromsaid regulating c ier andthe supply of air#` Jfrom said source of' iiuid" pressure to the pressure chamber si de of ysaid abutment.

iid 'pressurev brake, the com- I bination i* ii `a train pipe, an automatic faire devia., nori'nally subject on opposite to Ailu-idA pr `.Q -sure and operating upon a sudden miiiction in train pipe pressure on one side. for effecting an emergency appli- AVcatimc the kes andmeans for supplyadditional air 'l the opposite side of device 'o acilitate the moi/tement i pipe, of an automatic val ve 'deine side rto I A upon a ktiradu vreduc 'on in train pressure for effecting' a service application of the bizaliesand upon al sudden reduction i. 'L pressure AFor efecting au emerion of the brakes and means nento said vaive deion tor 'supplying :e and operatingl a reservoirfof a valve mechanism subjectl are brake, the cem- Aiavirg a p iton subject on one rire fluid under pressure to the opposite side of said piston to thereby insure the full movenient of the parts to emergency position.

22. In a fluid pressure brake, the com--v bination with a train pipe, of an automatic valve device` subject to the opposing pressures of the train pipe and a chamber and operating upon a gradual reduction in train pipe pressure to effect a serviceapplcation of. the brakes andv upon a sudden reduction to eil'ect an emergency application and means for venting air from the chamberl sidel of said valve device upon movement beyond service positionunder a gradual reduction in train pipe pressure and for sup-y plying airto the chamber iside of said valve device-upon further movement under a suddenreduction intrain pipe pressure,

' In a liuidA pressure brake, the combination with a, train pipe, of an automatic valve device having a piston subject -to the,

opposing pressures of the train pipe and a. pressurechamber and operating;y upon a gradual reduction in .train pipe pressure to eii'ect la service application ofl the brakes and upon a sudden reduction in train pipe pressure vto effect an emergency application of the brakes andmeansadapted to vent 'air from the pressurechamber in one posi-- tion to prevent movement to emergency position and tosupply air to said pressurey chamber in' another position' to. facilitate the movement to emergency position. I

2e. In a vfluid pressure brake, the combination with a train pipe, of an automatic valve device having a piston subject to the tion for effecting an emergency application of the brakes and adapted to vent air to y movement to emergency lposition vand to supply air to said valve chamber in another position to facilitate movement to emergency position.V 25.111 a fiuid pressure brakeyfthe combination with a train pipe, of a service brake cylinder, an. application chamber, a valve saidvchamber in one position to prevent mechanism governed by the pressure in said chamber for controlling the supply of air .tothe service brano cylinder, ai emergency "brake cylinder, a valve device ior controlling the supply ofvair to said einer ency brake vlcylinder, lan automatic valve evice subject to the opposing'pressures of the train pipe 4 erating upon a gradual reduction in train' pipe` pressure to control the pressure in 'Ysaidapplication chamber and upon a sudden reduction in train Vpipe' pressure to eiiect the operation of said emergency valve device.v y i f" 26. in a fluid pressure brake, the coinand a pressure chamber and opbination with a train pipe, of an application chamber, a valvev mechanism operated byvarying the pressure in said chamber :for supplying air to the brakeA cylinder, a pressure chamber, an automatic valve device subject to the opposing pressures of said pressure chamber and the train pipe for controlling the pressure in said application chamber, an additional chamber, normally -at atmospheric pressure vand means for connecting said additional chamber to the application chamber in making an applicationv of the, brakes.

27. In 'a fluid pressure brake, the combination with. a train pipe arid brake cylinder, of an application chamber, a valve mechanism operating upon an increase in pressure in said chamber, for supplying air to the brake cylinder, an additional chamber and an automatic valve device operated by a reduction in train pipe pressure for supplying air to the application chamber and said additional chamber.

28. In a iiuid pressure brake, the combination with a train pipe and brake cylinder, of an application chamber, a valve mechanism operating upon an increase in pressure in said chamber .for supplying air to the brake cylinder', an additional chamber, an automatic valve device operating upon a reduction in train pipe pressure for supplying air to both chambers, and means controlled by the movement of said valve mechanism for cutting off said additional'chamber.

29. In a fluid pressure brake, the combination with a train pipe and brake cylinder,.of an applicaticntchamber, a valve mechanism operating upon an increase in pressure in said chamber for supplying air to the brake cylinder, an additional chamber, an automatic valve device subject to the opposing pressures of the train pipe and a pressure chamber for supplying air from the pressure chamber to both the regulating chamber and said additional chamber, and means operated by the movement of said valve mechanism for closing communication from the pressure chamber tothe additional chamber.

30. In a Huid pressure brake, the combination With a train pipe, cfa chamber, a valve mechanism subject to the opposing pressures of the brake cylinder and said chamber for controlling the supply of air to the brake cylinder, an automvticvalve device operating upon a gradual reduction in train pipe pressure for supplying fluid to said chamber and upon a sudden reduction in train pipe pressure for venting fluid from the opposite side'of said valve mechanism to maintain same in the position for supplying air to the brake cylinder.

31. In a fluid ressure brake, the combination with a tram pipe and brake cylinder,

4 ject to the opposing pressures of the brake cylinder and said chamber for operating saine, means operated upon a gradual reducl tion in train pipe pressure for supplyingfluid to said chamber and upon a sudden reduction in train pipe pressure for supplying fluid to said chamber and for venting fluid from the opposite side of the abutment.

32. In a fluid pressure brake, the combination with' a valve mechanism comprising a valve for controlling the supply of air to the brake cylinder, an application chamber, and a diderential piston for actuating said valve and having the larger head subjectto the pressure 'of the application chamber and the smaller head to `brake cylinder pressure, of means for connecting the space between the heads to the atmosphere upon a sudden reduction in train pipe pressure.

33. In a fluid pressure brake, a, control Vyalve device comprising a main casing profor controlling the brakes, each valve mechanism having a face with port connections adapted to register With the port i:onnections of a`v corresponding vface of the main casing", and means for securing eacliiiva'lve mechanism to its respective face on -the casing. -M g 34.' In a fluid pressure brake, the'combination With a train pipe, of a control valve mechanism comprising a brake .cylinder ap- 'plication and release valve device constituting one unit, an equalizing valve device formed as a separate unit and-operated by variations in train pipe pressure for controlling said application and release valve device, and a casing to which said units are detachably and separately applied.

35. In a fluid pressure brake, the combination with a train pipe, of a control valve mechanism comprising a brake cylinder application and release valve device constitut-` ing one unit, an equalizing valve device formed as a separate unit and operated byl variations intrain pipe pressure for controlling said application .and release valve device, va quick action valve mechanism constituting another separate unit and operating upon asudden reduction in ltrain pipe pressure for venting air from the train pipe, and a casing to which said units are removably and separately secured.

36. In a fluid pressure brake, thevrombination with a train pipe, of a. contre'l'ialvel mechanism comprising .a brake cylinder application and release valve device, an equalizing valve device operated by variations in' train pipe pressure for controlling saidap'- plication and release valve device,a,q1%iiclr sudden reduction in train pipe pressure for venting air from the train pipe, an emergency valve mechanism operating upon. a sudden reduction in train pipe pressurefor effecting an application of the brakes at high pressure, and a casing to which said valve devices and said valve mechanisms are removably secured;

37. In a .fluid pressure brake, a c 'ontrol valve device comprising a casing, a brake cylinder application and release valve mechanism, a 'by-pass valve mechanism for controlling fluid to apply the brakes, in an emergencyl application, awtrain pipe ventvalve mechanism, and chambers in said casing cach adapted to contain one of said valve mechanisms,

38. In a Huid pressure brake, 'the combinatin with a train pipe and a plurality of valve mechanisms for effecting the .control of the brakes comprising an automatic valve device subject to variationsv in train pipe pressure, a" train pipe vent valve mechanism, a valve mechanism forcontrolling"fluid to apply the brakes in an emergency application, and Aa brake cylinder' application and release valve mechanism for controlling the brakes in service applications, of a casing to Which said valve mechanisms are adapted to be separately attached.

39. In a iiuid pressure brake, the combination with a train pipe, a valve mechanism operating in response to variations in pressure in an application chamber for supplying air to apply the brakes and provided with a flangedy section having gasket faces on opposite sides, andan automatic valve device subject to the bpposing pressures of the train pipe anda pressure chamber, for controlling the pressure in the application chamber -and secured to one gasket face, of a casing secured to tlie other gasket face and containing the pressure chamber yand the application chamber.y

fr0. In ailuid pressure brake, the combination With a train pipe, an application chamber separated from the train pipe, and a valve device operated by variations in pressure in the application chamber for controlling the supply of' fluid to one brake cylinder area in a service application ofthe brakes, of means operating upon an emergency application of the brakes to supplyl fluid to a larger bra-ke cylinder' area.

al. In a fluid pressure brake, the combination. of a train pipe, a service brake cylinder, an extra brake cylinder, a reservoir on a car, and means actuated by a reduction in train pipe pressure after equalization of the service brake cylinder with the reservoir on the car and arranged to establish connec-l tion between a source of pressure and the extra brake cylinder. f

42. In a fluid pressure brake, the combination of a train pipe, a lpair of brake cylinders, a reservoir on a car, and means operative by reductions in tra-in pipe pressure and arranged on service reduction of `train pipe pressure to connect the reservoir on a car with one of said brake cylinders and upon reduction of train pipe pressure after full service application to establish connection between a source of pressure 'and the otherbrake cylinder. p

43. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, a reservoir on a car, means operative by reductions in train pipepressure and arranged upon service reduction .o f train pipe pressure to connect'the reservoir `on a .car

with oneof 'said brake cylinders and upoll reduction of train pipe pressure after service application to establish connection between asource of pressure and the other A'brake cylinder, and supplementary means controlled by said main means and arranged .to maintain brake cylinderpressure against leakage.

44. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, a reservoir on a car, a valve 'mechanism operative by variations 1n train ipe pressure and arranged upon service re uction in train pipe pressure to cause the admission of pressure from said reservolr to one of said braking cylinders and upon4 fur- -ther reduction in train pipe pressure after full service application to establish connection between a source of pressure and the other brake cylinder. y

45. In a Huid pressure brake, the combiioo nation of .a train pipe, a-.pair of brake cylinders, a reservoir on a car, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction of train pipe pressure to cause the admission of pressure from said reservoir to one ofsaid brake cylinders and upon further reduction of train pipe pressure after full- WALTER V. TURNER. lVitnesses:

WM. M. CADY, A. M. CLnMnN'rs. n

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